WO2010116107A1 - Cooling device for a motor vehicle - Google Patents

Cooling device for a motor vehicle Download PDF

Info

Publication number
WO2010116107A1
WO2010116107A1 PCT/FR2010/050690 FR2010050690W WO2010116107A1 WO 2010116107 A1 WO2010116107 A1 WO 2010116107A1 FR 2010050690 W FR2010050690 W FR 2010050690W WO 2010116107 A1 WO2010116107 A1 WO 2010116107A1
Authority
WO
WIPO (PCT)
Prior art keywords
fan
control
coolant
temperature
cooling
Prior art date
Application number
PCT/FR2010/050690
Other languages
French (fr)
Inventor
Samuel Cregut
Marco Marsilia
Claire Oberti
Original Assignee
Renault Sas
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault Sas filed Critical Renault Sas
Publication of WO2010116107A1 publication Critical patent/WO2010116107A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/004—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids by varying driving speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B30/00—Energy efficient heating, ventilation or air conditioning [HVAC]
    • Y02B30/70—Efficient control or regulation technologies, e.g. for control of refrigerant flow, motor or heating

Definitions

  • the subject of the invention is a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly by means of a coolant cooled by a radiator coupled to a fan with several levels of speed.
  • the invention is advantageously applicable to electric motor vehicles.
  • the repeated combustions overheat the parts in contact, such as pistons, cylinders, and valves, and diffuse on all mechanical parts of the engine. They must therefore be cooled under pain of destruction. For proper operation, the combustion engines thus need a regular and suitable temperature.
  • a cooling system comprising one or more pumps for circulating a coolant through the engine, and a radiator, which is a heat exchanger for cooling the liquid.
  • the radiator is usually coupled to a fan.
  • the fan is a motor-driven blade apparatus used to force the passage of outside air into the radiator to absorb heat from the engine coolant.
  • the fan is typically at several speeds, which are controlled by switches called control relays. In order not to use the control relays, it is desirable not to switch them too often.
  • the device according to the invention makes it possible to achieve this objective.
  • the subject of the invention is a cooling device which makes it possible to extend the service life of the fan control relays.
  • the subject of the invention is thus a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly by means of a coolant cooled by a radiator coupled to a fan with several levels of speed. the fan being controlled by a control system.
  • the control system is able to control the fan speed level as a function of the coolant temperature, the control of the passage from a lower speed level to a higher speed level of the engine.
  • fan being a function of a so-called rising target temperature
  • the control of the passage of said speed level higher than said lower speed level being a function of a so-called descending setpoint temperature lower than the rising target temperature.
  • the hysteresis control of the speed changes of the fan makes it possible not to carry out too frequent switching of the control relays.
  • the fan may be further coupled to an air conditioning system and the control system is advantageously adapted to control the fan speed level according to a cooling need of the air conditioning system.
  • the motor vehicle can be an electric vehicle and the motor assembly may comprise an electronic control system.
  • the electric vehicle may comprise a battery charger assembly and the cooling circuit is advantageously capable of cooling the charger assembly and the motor assembly.
  • the control system is preferably adapted to control the fan speed level according to a cooling need of the charger assembly or the motor assembly.
  • the device may comprise a first pump capable of selectively supplying cooling liquid to the motor assembly and a second pump capable of selectively supplying cooling liquid to the charger assembly.
  • the device may comprise a first valve adapted to prevent a passage of coolant in the charger assembly and a second valve adapted to prevent a passage of coolant in the motor assembly.
  • the device may also include a hydraulic restriction to maintain a minimum flow of coolant in the engine assembly.
  • the control system is advantageously capable of controlling the flow rate of each pump in a closed-loop control system as a function of the temperature of the coolant and a set temperature.
  • the servocontrol of the flow rate of each pump in a closed loop makes it possible to limit its wear and its energy consumption.
  • FIG. 1 illustrates, in block diagram form, a cooling device according to the invention integrated in an electric vehicle
  • FIG. 2 illustrates in block diagram form a control strategy of the device
  • FIG. 3 is a first diagram useful for understanding the control strategy
  • FIG. 4 illustrates in block diagram form part of the control strategy
  • FIG. 5 is a second diagram useful for understanding the control strategy.
  • the cooling device 1 as illustrated in FIG. 1, comprises a first electric pump 2, a second electric pump 3, a battery charger 4, a motor assembly 5, a radiator 6 and a first solenoid valve 7. and a second solenoid valve 8.
  • the first electric pump 2, the second electric pump 3, the first solenoid valve 7 and the second solenoid valve 8 are connected to a control device 9.
  • the first electric pump 2 is intended to be used when driving the vehicle, while the second electric pump 3 is intended to be used when charging the battery.
  • the flow rate of the first pump 2 and the flow rate of the second pump 3 can be adjusted by means of a control signal.
  • the charger 4 allows, when the vehicle is stopped, to recharge the electric traction battery, not shown, from the home electrical network.
  • the first solenoid valve 7 makes it possible to short-circuit the second pump 3 and the charger 4 during the driving of the vehicle, while the second solenoid valve 8 makes it possible to short-circuit the motor assembly 5 during charging of the battery, when believes that Cooling of the motor assembly 5 is not necessary.
  • the second solenoid valve 8 can be connected to a hydraulic restriction 10 which makes it possible to achieve a pressure drop and thus to maintain a coolant flow rate in the engine assembly 5, even when the second solenoid valve 8 is passing.
  • the motor assembly 5 comprises a motor 11 and an electronic control system 12 intended in particular to transform the DC voltage of the battery into AC voltage.
  • the radiator 6 is used to cool the coolant, similar to the cooling device of an internal combustion engine. It is equipped with a motor-fan 13 provided with rotating blades.
  • the fan 13 may comprise three levels of speed of rotation of the blades: a zero speed, a low speed and a high speed. It is necessary to cool the motor assembly 5 while driving the vehicle, and the charger 4 when the vehicle is stopped.
  • the cooling strategy is managed by the control device 9.
  • the control device 9 is a computer which is connected with sensors of the cooling circuit, in particular coolant temperature sensors.
  • the computer 9 also controls the pumps 2,3, the solenoid valves 7,8, and the motor-fan unit of the radiator 6.
  • the computer 9 is further advantageously connected to other computers of the vehicle, via a network of the type For example, the Controller Area Network (CAN) bus provides additional measures necessary for the cooling strategy.
  • CAN Controller Area Network
  • the control strategy of the cooling circuit can be carried out in the form of three modules A, B, C, as shown in Figure 2.
  • Module A concerns the regulation of the temperature of the coolant.
  • Module B concerns the choice of the electric pump 2, 3.
  • Module C concerns the control of the fan 13.
  • Module A is responsible for developing a coolant flow control depending on the condition of the vehicle (rolling or charging the battery when stopped).
  • the inputs of the module A are: the temperature T of the coolant: it can be obtained using one or more temperature sensors,
  • the inputs of the module B are: the flow control D CO m resulting from the module A, and
  • the state E of the vehicle it is a signal coming from the central computer of the car which is worth 1 if one is in charge mode of the battery of the vehicle and which is worth 0 if one is in mode rolling.
  • the outputs of module B are: - the control of the flow D CO mi of the first pump, used in running mode. It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump, and
  • Controlling flow D CO m2 of the second pump, used in charging mode It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump.
  • module B The purpose of module B is to automatically vary the flow control between a minimum value of flow D min and a maximum value of flow D max , depending on the temperature of the coolant. As long as the coolant temperature is below a set temperature, the flow control remains at the minimum value D min . As soon as the temperature of the coolant exceeds the temperature of setpoint, the flow control is obtained by closed-loop control, the setpoint considered being the setpoint temperature, and the reaction loop considered being the measured temperature of the coolant.
  • the inputs of module C are:
  • the cooling signal S 1 - This is a logic signal developed for example in the central computer.
  • This signal is the synthesis of the different signals coming from the various members of the traction system, which may be temperature sensors arranged near the engine, the charger and / or the electronic control system. If the signal is 0, there is no temperature alert from the organs. If it is 1, it means that at least one of the organs starts to be hot, and if it is 2, it indicates that at least one of the organs is in fault due to overheating. Thus, as soon as the signal is different from 0, the intensity of the cooling must be increased,
  • the command C c is a logic signal, internal to the central computer, and is developed by a module responsible for carrying out the control commands of the air conditioning system of the vehicle.
  • the signal C c can take the value 0 (no fan control), the value 1 (control of the fan at low speed) or the value 2 (control of the fan at high speed).
  • the output of the module C is the command C v which is sent to the fan.
  • the control C v takes into account both the need for cooling the air conditioning system and the need for cooling the traction chain circuit.
  • the command C v can take the value 0 (no control of the fan), the value 1 (control of the fan in slow speed) or the value 2 (command fan in high speed).
  • Figure 3 shows different setpoint temperatures as a function of vehicle speed.
  • the temperature TO represents the temperature setpoint for the flow control loop of the cooling circuit pumps.
  • the temperature T1 corresponds to the temperature threshold above which the fan passes from zero speed to low speed.
  • the temperature Tl is greater than TO because it is sought to solicit the fan only if the flow control is insufficient.
  • the temperature T2 corresponds to the temperature threshold above which the fan moves from low speed to high speed.
  • the temperature T3 corresponds to the temperature threshold below which the fan goes from high speed to low speed
  • the temperature T4 corresponds to the temperature threshold below which the fan goes from low speed to zero speed
  • the curves TO to T4 may constitute programmable maps in the calculator.
  • the fan control strategy is shown in the figure
  • the module C is composed of four blocks C1 to C4.
  • the block Cl monitors the cooling signal S r to see if one of the components of the power train requires cooling.
  • the block C1 then generates a signal, which, if there is a thermal alert on one of the components, drives the fan control at high speed.
  • Block C2 checks whether the temperature T of the coolant is below or above the four temperature thresholds T1 to T4.
  • the block C3 is an automaton which elaborates the command C v which is sent to the fan. Taking the example of the speed transition between the zero speed and the low speed of the fan, the transition from the zero speed to the low speed is controlled by the block C3 if the block C1 does not signal a thermal alarm on the one of the components and if at least one of the following two conditions is satisfied:
  • the temperature T of the coolant is between T 1 and T 2
  • the command C c takes the value 1. Conversely, the transition from the low speed to the zero speed is controlled by the block C3 if the following three conditions are satisfied:
  • the block C1 does not signal a thermal alarm on one of the components, the temperature T of the coolant is less than
  • Block C4 is a delay block which makes it possible to further reduce the load on the fan control relays. With block C4, a minimum time interval is maintained between two changes in fan speed level. Block C4 can in particular be implemented if the differences between the different rising and falling setpoint temperatures are too low.
  • FIG. 5 shows the evolution of the temperature T of the coolant and the temperatures T1 to T4 as a function of time, as well as the evolution of the command C v sent to the fan as a function of time, for a speed of the vehicle of about 10 km / h.
  • the temperature T is 30 ° C. and the command C v is at
  • the temperature T then increases until the temperature Tl is reached. At this moment, the command C v takes the value 1 and causes the passage Po ⁇ i of the fan from zero speed to low speed.
  • the command C v takes the value 2 and the device controls the passage Pi ⁇ 2 of the fan from the low speed to the high speed.
  • the temperature T then reaches a maximum, then begins to decrease.
  • the command C v takes the value 1 and the device controls the passage P 2 ⁇ i of the fan from the high speed to the low speed.
  • the temperature T then continues to fall and reaches the value T4.
  • the command C v then takes the value 0 and the device controls the passage Pi ⁇ 0 of the fan from the low speed to zero speed.
  • the invention may also relate to a device comprising one or more than two pumps. It can also be applied to a gasoline engine equipped with electric water pumps.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

The invention relates to a cooling device (1) for a motor vehicle, including a cooling circuit that can cool an engine assembly (5) using a cooling liquid cooled by a radiator (6) coupled to a fan (13) having multiple speed levels, said fan (13) being controlled by a control system (9). The invention is characterised in that the control system (9) can control the speed level of the fan (13) as a function of the temperature of the cooling liquid. Switching the fan (13) from a lower speed level to a higher speed level is controlled as a function of a so-called rising set temperature and switching the fan from the higher speed level to the lower speed level is controlled as a function of a so-called falling set temperature which is lower than the rising set temperature.

Description

DISPOSITIF DE REFROIDISSEMENT POUR VEHICULE COOLING DEVICE FOR VEHICLE
AUTOMOBILEAUTOMOBILE
L'invention a pour objet un dispositif de refroidissement pour véhicule automobile, comprenant un circuit de refroidissement apte à refroidir un ensemble moteur à l'aide d'un liquide de refroidissement refroidi par un radiateur couplé à un ventilateur à plusieurs niveaux de vitesse. L'invention s'applique avantageusement aux véhicules automobiles électriques.The subject of the invention is a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly by means of a coolant cooled by a radiator coupled to a fan with several levels of speed. The invention is advantageously applicable to electric motor vehicles.
Dans un moteur à combustion interne, les combustions répétées surchauffent les pièces en contact, comme par exemple les pistons, les cylindres, et les soupapes, et se diffusent sur l'ensemble des pièces mécaniques du moteur. Il faut donc les refroidir sous peine de destruction. Pour un bon fonctionnement, les moteurs à explosion ont ainsi besoin d'une température régulière et adaptée.In an internal combustion engine, the repeated combustions overheat the parts in contact, such as pistons, cylinders, and valves, and diffuse on all mechanical parts of the engine. They must therefore be cooled under pain of destruction. For proper operation, the combustion engines thus need a regular and suitable temperature.
Dans le cas d'un véhicule à propulsion électrique, il est également nécessaire de refroidir les différents éléments de la chaîne de traction.In the case of a vehicle with electric propulsion, it is also necessary to cool the various elements of the power train.
Il est connu d'utiliser un système de refroidissement comprenant une ou plusieurs pompes permettant de faire circuler un liquide de refroidissement à travers le moteur, ainsi qu'un radiateur, qui est un échangeur de température permettant de refroidir le liquide. Le radiateur est généralement couplé à un ventilateur. Le ventilateur est un appareil à pales entraîné par un moteur et utilisé pour forcer le passage de l'air extérieur dans le radiateur, en vue de lui faire absorber la chaleur du liquide de refroidissement du moteur.It is known to use a cooling system comprising one or more pumps for circulating a coolant through the engine, and a radiator, which is a heat exchanger for cooling the liquid. The radiator is usually coupled to a fan. The fan is a motor-driven blade apparatus used to force the passage of outside air into the radiator to absorb heat from the engine coolant.
Pour adapter le refroidissement au refroidissement souhaité, le ventilateur est typiquement à plusieurs vitesses, qui sont commandées par des interrupteurs appelés relais de commande. Afin de ne pas user les relais de commande, il est souhaitable de ne pas les commuter trop souvent.To adapt the cooling to the desired cooling, the fan is typically at several speeds, which are controlled by switches called control relays. In order not to use the control relays, it is desirable not to switch them too often.
Le dispositif selon l'invention permet d'atteindre cet objectif. L'invention a pour objet un dispositif de refroidissement qui permet d'allonger la durée de vie des relais de commande du ventilateur.The device according to the invention makes it possible to achieve this objective. The subject of the invention is a cooling device which makes it possible to extend the service life of the fan control relays.
L'invention a ainsi pour objet un dispositif de refroidissement pour véhicule automobile, comprenant un circuit de refroidissement apte à refroidir un ensemble moteur à l'aide d'un liquide de refroidissement refroidi par un radiateur couplé à un ventilateur à plusieurs niveaux de vitesse, le ventilateur étant commandé par un système de commande.The subject of the invention is thus a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly by means of a coolant cooled by a radiator coupled to a fan with several levels of speed. the fan being controlled by a control system.
Conformément au dispositif selon l'invention, le système de commande est apte à commander le niveau de vitesse du ventilateur en fonction de la température du liquide de refroidissement, la commande du passage d'un niveau de vitesse inférieur à un niveau de vitesse supérieur du ventilateur étant fonction d'une température de consigne dite montante, la commande du passage dudit niveau de vitesse supérieur audit niveau de vitesse inférieur étant fonction d'une température de consigne dite descendante inférieure à la température de consigne montante.According to the device according to the invention, the control system is able to control the fan speed level as a function of the coolant temperature, the control of the passage from a lower speed level to a higher speed level of the engine. fan being a function of a so-called rising target temperature, the control of the passage of said speed level higher than said lower speed level being a function of a so-called descending setpoint temperature lower than the rising target temperature.
Ainsi, la commande en hystérésis des changements de vitesse du ventilateur permet de ne pas réaliser des commutations trop fréquentes des relais de commande.Thus, the hysteresis control of the speed changes of the fan makes it possible not to carry out too frequent switching of the control relays.
Le ventilateur peut être en outre couplé à un système de climatisation et le système de commande est avantageusement apte à commander le niveau de vitesse du ventilateur en fonction d'un besoin de refroidissement du système de climatisation. Le véhicule automobile peut être un véhicule électrique et l'ensemble moteur peut comprendre un système électronique de pilotage.The fan may be further coupled to an air conditioning system and the control system is advantageously adapted to control the fan speed level according to a cooling need of the air conditioning system. The motor vehicle can be an electric vehicle and the motor assembly may comprise an electronic control system.
Le véhicule électrique peut comprendre un ensemble chargeur de batterie et le circuit de refroidissement est avantageusement apte à refroidir l'ensemble chargeur et l'ensemble moteur.The electric vehicle may comprise a battery charger assembly and the cooling circuit is advantageously capable of cooling the charger assembly and the motor assembly.
Le système de commande est de préférence apte à commander le niveau de vitesse du ventilateur en fonction d'un besoin de refroidissement de l'ensemble chargeur ou de l'ensemble moteur.The control system is preferably adapted to control the fan speed level according to a cooling need of the charger assembly or the motor assembly.
Le dispositif peut comprendre une première pompe apte à alimenter sélectivement en liquide de refroidissement l'ensemble moteur et une deuxième pompe apte à alimenter sélectivement en liquide de refroidissement l'ensemble chargeur.The device may comprise a first pump capable of selectively supplying cooling liquid to the motor assembly and a second pump capable of selectively supplying cooling liquid to the charger assembly.
A cet effet, le dispositif peut comprendre une première vanne apte à empêcher un passage de liquide de refroidissement dans l'ensemble chargeur et une deuxième vanne apte à empêcher un passage de liquide de refroidissement dans l'ensemble moteur.For this purpose, the device may comprise a first valve adapted to prevent a passage of coolant in the charger assembly and a second valve adapted to prevent a passage of coolant in the motor assembly.
Le dispositif peut également comprendre une restriction hydraulique permettant de maintenir un débit minimum de liquide de refroidissement dans l'ensemble moteur. Le système de commande est avantageusement apte à asservir le débit de chaque pompe dans un système de régulation en boucle fermée en fonction de la température du liquide de refroidissement et d'une température de consigne. Ainsi, l'asservissement du débit de chaque pompe en boucle fermée permet de limiter son usure et sa consommation d'énergie.The device may also include a hydraulic restriction to maintain a minimum flow of coolant in the engine assembly. The control system is advantageously capable of controlling the flow rate of each pump in a closed-loop control system as a function of the temperature of the coolant and a set temperature. Thus, the servocontrol of the flow rate of each pump in a closed loop makes it possible to limit its wear and its energy consumption.
D'autres caractéristiques et avantages de la présente invention apparaîtront plus clairement à la lecture de la description suivante donnée à titre d'exemple illustratif et non limitatif et faite en référence aux dessins annexés sur lesquels : - la figure 1 illustre sous forme de schéma-blocs un dispositif de refroidissement selon l'invention, intégré à un véhicule électrique,Other characteristics and advantages of the present invention will appear more clearly on reading the following description given by way of illustrative and nonlimiting example and with reference to the appended drawings in which: FIG. 1 illustrates, in block diagram form, a cooling device according to the invention integrated in an electric vehicle;
- la figure 2 illustre sous forme de schéma-blocs une stratégie de commande du dispositif, - la figure 3 est un premier diagramme utile à la compréhension de la stratégie de commande,FIG. 2 illustrates in block diagram form a control strategy of the device, FIG. 3 is a first diagram useful for understanding the control strategy,
- la figure 4 illustre sous forme de schéma-blocs une partie de la stratégie de commande, etFIG. 4 illustrates in block diagram form part of the control strategy, and
- la figure 5 est un deuxième diagramme utile à la compréhension de la stratégie de commande.- Figure 5 is a second diagram useful for understanding the control strategy.
Le dispositif de refroidissement 1, tel qu'illustré à la figure 1, comprend une première pompe électrique 2, une deuxième pompe électrique 3, un chargeur 4 de batterie, un ensemble moteur 5, un radiateur 6, ainsi qu'une première électrovanne 7 et une deuxième électrovanne 8. La première pompe électrique 2, la deuxième pompe électrique 3, la première électrovanne 7 et la deuxième électrovanne 8 sont reliées à un dispositif de commande 9.The cooling device 1, as illustrated in FIG. 1, comprises a first electric pump 2, a second electric pump 3, a battery charger 4, a motor assembly 5, a radiator 6 and a first solenoid valve 7. and a second solenoid valve 8. The first electric pump 2, the second electric pump 3, the first solenoid valve 7 and the second solenoid valve 8 are connected to a control device 9.
La première pompe électrique 2 est destinée à être utilisée lors du roulage du véhicule, tandis que la deuxième pompe électrique 3 est destinée à être utilisée lors de la recharge de la batterie. Le débit de la première pompe 2 et le débit de la deuxième pompe 3 peuvent être réglés à l'aide d'un signal de commande.The first electric pump 2 is intended to be used when driving the vehicle, while the second electric pump 3 is intended to be used when charging the battery. The flow rate of the first pump 2 and the flow rate of the second pump 3 can be adjusted by means of a control signal.
Le chargeur 4 permet, lorsque le véhicule est à l'arrêt, de recharger la batterie électrique de traction, non représentée, à partir du réseau électrique domestique.The charger 4 allows, when the vehicle is stopped, to recharge the electric traction battery, not shown, from the home electrical network.
La première électrovanne 7 permet de court-circuiter la deuxième pompe 3 et le chargeur 4, lors du roulage du véhicule, tandis que la deuxième électrovanne 8 permet de court-circuiter l'ensemble moteur 5 lors du chargement de la batterie, lorsqu'on estime que le refroidissement de l'ensemble moteur 5 n'est pas nécessaire. La deuxième électrovanne 8 peut être reliée à une restriction hydraulique 10 qui permet de réaliser une perte de charge et de conserver ainsi un débit de liquide de refroidissement dans l'ensemble moteur 5, même lorsque la deuxième électrovanne 8 est passanteThe first solenoid valve 7 makes it possible to short-circuit the second pump 3 and the charger 4 during the driving of the vehicle, while the second solenoid valve 8 makes it possible to short-circuit the motor assembly 5 during charging of the battery, when believes that Cooling of the motor assembly 5 is not necessary. The second solenoid valve 8 can be connected to a hydraulic restriction 10 which makes it possible to achieve a pressure drop and thus to maintain a coolant flow rate in the engine assembly 5, even when the second solenoid valve 8 is passing.
L'ensemble moteur 5 comprend un moteur 11 et un système électronique de pilotage 12 destiné notamment à transformer la tension continue de la batterie en tension alternative.The motor assembly 5 comprises a motor 11 and an electronic control system 12 intended in particular to transform the DC voltage of the battery into AC voltage.
Le radiateur 6 permet de refroidir le liquide de refroidissement, de manière similaire au dispositif de refroidissement d'un moteur à combustion interne. Il est équipé d'un moto-ventilateur 13 muni de pales en rotation. Le ventilateur 13 peut comprendre trois niveaux de vitesse de rotation des pales : une vitesse nulle, une petite vitesse et une grande vitesse. II est nécessaire de refroidir l'ensemble moteur 5 lors du roulage du véhicule, ainsi que le chargeur 4 lorsque le véhicule est à l'arrêt. La stratégie de refroidissement est gérée par le dispositif de commande 9. Le dispositif de commande 9 est un calculateur qui est en liaison avec des capteurs du circuit de refroidissement, en particulier des capteurs de température du liquide de refroidissement. Le calculateur 9 pilote en outre les pompes 2,3, les électrovannes 7,8, ainsi que le groupe moto- ventilateur du radiateur 6. Le calculateur 9 est en outre avantageusement relié à d'autres calculateurs du véhicule, via un réseau de type bus CAN (Controller Area Network) par exemple, afin d'obtenir d'autres mesures nécessaires à la stratégie de refroidissement.The radiator 6 is used to cool the coolant, similar to the cooling device of an internal combustion engine. It is equipped with a motor-fan 13 provided with rotating blades. The fan 13 may comprise three levels of speed of rotation of the blades: a zero speed, a low speed and a high speed. It is necessary to cool the motor assembly 5 while driving the vehicle, and the charger 4 when the vehicle is stopped. The cooling strategy is managed by the control device 9. The control device 9 is a computer which is connected with sensors of the cooling circuit, in particular coolant temperature sensors. The computer 9 also controls the pumps 2,3, the solenoid valves 7,8, and the motor-fan unit of the radiator 6. The computer 9 is further advantageously connected to other computers of the vehicle, via a network of the type For example, the Controller Area Network (CAN) bus provides additional measures necessary for the cooling strategy.
La stratégie de commande du circuit de refroidissement peut être réalisée sous la forme de trois modules A, B, C, tel qu'illustré à la figure 2. Le module A concerne la régulation de la température du liquide de refroidissement. Le module B concerne le choix de la pompe électrique 2, 3. Le module C concerne quant à lui la commande du ventilateur 13.The control strategy of the cooling circuit can be carried out in the form of three modules A, B, C, as shown in Figure 2. Module A concerns the regulation of the temperature of the coolant. Module B concerns the choice of the electric pump 2, 3. Module C concerns the control of the fan 13.
Le module A est chargé d'élaborer une commande de débit de liquide de refroidissement selon l'état du véhicule (roulage ou recharge de la batterie à l'arrêt). Les entrées du module A sont : - la température T du liquide de refroidissement : elle peut être obtenue à l'aide d'un ou plusieurs capteurs de température,Module A is responsible for developing a coolant flow control depending on the condition of the vehicle (rolling or charging the battery when stopped). The inputs of the module A are: the temperature T of the coolant: it can be obtained using one or more temperature sensors,
- la température Text à l'extérieur du véhicule, etthe temperature T ex t outside the vehicle, and
- la vitesse V du véhicule.- the speed V of the vehicle.
Les entrées du module B sont : - la commande de débit DCOm issue du module A, etThe inputs of the module B are: the flow control D CO m resulting from the module A, and
- l'état E du véhicule : c'est un signal en provenance du calculateur central de la voiture qui vaut 1 si on est en mode recharge de la batterie du véhicule et qui vaut 0 si on est en mode roulage.the state E of the vehicle: it is a signal coming from the central computer of the car which is worth 1 if one is in charge mode of the battery of the vehicle and which is worth 0 if one is in mode rolling.
Les sorties du module B sont : - la commande du débit DCOmi de la première pompe, utilisée en mode roulage. Il s'agit d'un signal compris entre 0 et 100 et exprimant le pourcentage du débit maximum pouvant être réalisé par la pompe, etThe outputs of module B are: - the control of the flow D CO mi of the first pump, used in running mode. It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump, and
- la commande du débit DCOm2 de la deuxième pompe, utilisée en mode recharge. Il s'agit d'un signal compris entre 0 et 100 et exprimant le pourcentage du débit maximum pouvant être réalisé par la pompe.- Controlling flow D CO m2 of the second pump, used in charging mode. It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump.
De manière simple, on peut choisir de n'utiliser que la deuxième pompe si le signal de l'état du véhicule vaut 1 et de n'utiliser que la première pompe si le signal de l'état du véhicule vaut 0.In a simple manner, it is possible to choose to use only the second pump if the signal of the state of the vehicle is 1 and to use only the first pump if the signal of the state of the vehicle is 0.
L'objectif du module B est de faire varier automatiquement la commande de débit entre une valeur minimum de débit Dmιn et une valeur maximum de débit Dmax, en fonction de la température du liquide de refroidissement. Tant que la température du liquide de refroidissement est inférieure à une température de consigne, la commande de débit reste à la valeur minimale Dmιn. Dès que la température du liquide de refroidissement dépasse la température de consigne, la commande de débit est obtenue par régulation en boucle fermée, la consigne considérée étant la température de consigne, et la boucle de réaction considérée étant la température mesurée du liquide de refroidissement. Les entrées du module C sont :The purpose of module B is to automatically vary the flow control between a minimum value of flow D min and a maximum value of flow D max , depending on the temperature of the coolant. As long as the coolant temperature is below a set temperature, the flow control remains at the minimum value D min . As soon as the temperature of the coolant exceeds the temperature of setpoint, the flow control is obtained by closed-loop control, the setpoint considered being the setpoint temperature, and the reaction loop considered being the measured temperature of the coolant. The inputs of module C are:
- le signal de refroidissement S1-. Il s'agit d'un signal logique élaboré par exemple dans le calculateur central. Ce signal est la synthèse des différents signaux en provenance des différents organes du système de traction, qui peuvent être des capteurs de température disposés à proximité du moteur, du chargeur et/ou du système électronique de pilotage. Si le signal vaut 0, il n'y a aucune alerte de température en provenance des organes. S'il vaut 1, cela signifie qu'au moins un des organes commence à être chaud, et s'il vaut 2, cela indique qu'au moins un des organes est en défaut du fait d'une surchauffe. Ainsi, dès que le signal est différent de 0, l'intensité du refroidissement doit être augmentée,the cooling signal S 1 -. This is a logic signal developed for example in the central computer. This signal is the synthesis of the different signals coming from the various members of the traction system, which may be temperature sensors arranged near the engine, the charger and / or the electronic control system. If the signal is 0, there is no temperature alert from the organs. If it is 1, it means that at least one of the organs starts to be hot, and if it is 2, it indicates that at least one of the organs is in fault due to overheating. Thus, as soon as the signal is different from 0, the intensity of the cooling must be increased,
- la vitesse V du véhicule,- the speed V of the vehicle,
- la température T du liquide de refroidissement, etthe temperature T of the coolant, and
- la commande Cc. Il s'agit d'un signal logique, interne au calculateur central, et qui est élaboré par un module chargé de réaliser les commandes de régulation du système de climatisation du véhicule. Le signal Cc peut prendre la valeur 0 (pas de commande du ventilateur), la valeur 1 (commande du ventilateur en petite vitesse) ou la valeur 2 (commande du ventilateur en grande vitesse). La sortie du module C est la commande Cv qui est envoyée au ventilateur. La commande Cv tient compte à la fois du besoin de refroidissement du système de climatisation et du besoin de refroidissement du circuit de la chaîne de traction. La commande Cv peut prendre la valeur 0 (pas de commande du ventilateur), la valeur 1 (commande du ventilateur en petite vitesse) ou la valeur 2 (commande du ventilateur en grande vitesse).- the command C c . It is a logic signal, internal to the central computer, and is developed by a module responsible for carrying out the control commands of the air conditioning system of the vehicle. The signal C c can take the value 0 (no fan control), the value 1 (control of the fan at low speed) or the value 2 (control of the fan at high speed). The output of the module C is the command C v which is sent to the fan. The control C v takes into account both the need for cooling the air conditioning system and the need for cooling the traction chain circuit. The command C v can take the value 0 (no control of the fan), the value 1 (control of the fan in slow speed) or the value 2 (command fan in high speed).
La figure 3 montre différentes températures de consigne en fonction de la vitesse du véhicule.Figure 3 shows different setpoint temperatures as a function of vehicle speed.
La température TO représente la consigne de température pour la boucle de régulation du débit des pompes du circuit de refroidissement.The temperature TO represents the temperature setpoint for the flow control loop of the cooling circuit pumps.
La température Tl correspond au seuil de température au- dessus duquel le ventilateur passe de la vitesse nulle à la petite vitesse. La température Tl est supérieure à TO, car on cherche à solliciter le ventilateur uniquement si la régulation de débit est insuffisante. La température T2 correspond au seuil de température au-dessus duquel le ventilateur passe de la petite vitesse à la grande vitesse.The temperature T1 corresponds to the temperature threshold above which the fan passes from zero speed to low speed. The temperature Tl is greater than TO because it is sought to solicit the fan only if the flow control is insufficient. The temperature T2 corresponds to the temperature threshold above which the fan moves from low speed to high speed.
La température T3 correspond au seuil de température au- dessous duquel le ventilateur passe de la grande vitesse à la petite vitesse, et la température T4 correspond au seuil de température au- dessous duquel le ventilateur passe de la petite vitesse à la vitesse nulle.The temperature T3 corresponds to the temperature threshold below which the fan goes from high speed to low speed, and the temperature T4 corresponds to the temperature threshold below which the fan goes from low speed to zero speed.
Les courbes TO à T4 peuvent constituer des cartographies programmables dans le calculateur. La stratégie de commande du ventilateur est illustrée à la figureThe curves TO to T4 may constitute programmable maps in the calculator. The fan control strategy is shown in the figure
4, qui constitue une vue de détail du module C. Le module C est composé de quatre blocs Cl à C4.4, which is a detailed view of the module C. The module C is composed of four blocks C1 to C4.
Le bloc Cl surveille le signal de refroidissement Sr pour voir si un des organes de la chaîne de traction nécessite un refroidissement. Le bloc Cl élabore alors un signal, qui, s'il y a une alerte thermique sur un des composants, entraîne la commande du ventilateur en grande vitesse.The block Cl monitors the cooling signal S r to see if one of the components of the power train requires cooling. The block C1 then generates a signal, which, if there is a thermal alert on one of the components, drives the fan control at high speed.
Le bloc C2 vérifie si la température T du liquide de refroidissement est en dessous ou au-dessus des quatre seuils de température Tl à T4. Le bloc C3 est un automate qui élabore la commande Cv qui est envoyée au ventilateur. En prenant l'exemple de la transition de vitesse entre la vitesse nulle et la petite vitesse du ventilateur, le passage de la vitesse nulle à la petite vitesse est commandé par le bloc C3 si le bloc Cl ne signale pas d'alerte thermique sur l'un des composants et si l'une au moins des deux conditions suivantes est satisfaite :Block C2 checks whether the temperature T of the coolant is below or above the four temperature thresholds T1 to T4. The block C3 is an automaton which elaborates the command C v which is sent to the fan. Taking the example of the speed transition between the zero speed and the low speed of the fan, the transition from the zero speed to the low speed is controlled by the block C3 if the block C1 does not signal a thermal alarm on the one of the components and if at least one of the following two conditions is satisfied:
- la température T du liquide de refroidissement est comprise entre Tl et T2,the temperature T of the coolant is between T 1 and T 2,
- la commande Cc prend la valeur 1. Inversement, le passage de la petite vitesse à la vitesse nulle est commandé par le bloc C3 si les trois conditions suivantes sont satisfaites :the command C c takes the value 1. Conversely, the transition from the low speed to the zero speed is controlled by the block C3 if the following three conditions are satisfied:
- le bloc Cl ne signale pas d'alerte thermique sur l'un des composants, - la température T du liquide de refroidissement est inférieure àthe block C1 does not signal a thermal alarm on one of the components, the temperature T of the coolant is less than
T4,T4,
- la commande Cc prend la valeur 0.the command C c has the value 0.
Le bloc C4 est un bloc de temporisation qui permet de diminuer encore davantage la sollicitation des relais de commande du ventilateur. Grâce au bloc C4, on maintient un intervalle de temps minimum entre deux changements de niveau de vitesse du ventilateur. Le bloc C4 peut notamment être mis en œuvre si les écarts entre les différentes températures de consigne montante et descendante sont trop faibles.Block C4 is a delay block which makes it possible to further reduce the load on the fan control relays. With block C4, a minimum time interval is maintained between two changes in fan speed level. Block C4 can in particular be implemented if the differences between the different rising and falling setpoint temperatures are too low.
La figure 5 montre l'évolution de la température T du liquide de refroidissement et des températures Tl à T4 en fonction du temps, ainsi que l'évolution de la commande Cv envoyée au ventilateur en fonction du temps, pour un vitesse du véhicule d'environ 10 km/h.FIG. 5 shows the evolution of the temperature T of the coolant and the temperatures T1 to T4 as a function of time, as well as the evolution of the command C v sent to the fan as a function of time, for a speed of the vehicle of about 10 km / h.
Au début, la température T est de 3O0C et la commande Cv est àAt the beginning, the temperature T is 30 ° C. and the command C v is at
0. La température T augmente ensuite jusqu'à atteindre la température Tl. A cet instant, la commande Cv prend la valeur 1 et entraîne le passage Po→i du ventilateur de la vitesse nulle à la petite vitesse. Lorsque la température T atteint la valeur T2, la commande Cv prend la valeur 2 et le dispositif commande le passage Pi→2 du ventilateur de la petite vitesse à la grande vitesse. La température T atteint ensuite un maximum, puis commence à décroître. Lorsque la température T atteint la valeur T3, la commande Cv prend la valeur 1 et le dispositif commande le passage P2→i du ventilateur de la grande vitesse à la petite vitesse. La température T continue ensuite de baisser et atteint la valeur T4. La commande Cv prend alors la valeur 0 et le dispositif commande le passage Pi→0 du ventilateur de la petite vitesse à la vitesse nulle.0. The temperature T then increases until the temperature Tl is reached. At this moment, the command C v takes the value 1 and causes the passage Po → i of the fan from zero speed to low speed. When the temperature T reaches the value T2, the command C v takes the value 2 and the device controls the passage Pi → 2 of the fan from the low speed to the high speed. The temperature T then reaches a maximum, then begins to decrease. When the temperature T reaches the value T3, the command C v takes the value 1 and the device controls the passage P 2 → i of the fan from the high speed to the low speed. The temperature T then continues to fall and reaches the value T4. The command C v then takes the value 0 and the device controls the passage Pi → 0 of the fan from the low speed to zero speed.
Comme la température T3 est inférieure à la température T2, et que la température T4 est inférieure à la température Tl, la commutation des relais de commande est retardée, ce qui permet d'allonger leur durée de vie.Since the temperature T3 is lower than the temperature T2, and the temperature T4 is lower than the temperature T1, the switching of the control relays is delayed, which makes it possible to extend their service life.
Bien que le dispositif décrit ci-dessus comprenne deux pompes, l'invention peut également concerner un dispositif comprenant une ou plus de deux pompes. Elle peut également s'appliquer à un moteur à essence équipé de pompes à eau électriques. Although the device described above comprises two pumps, the invention may also relate to a device comprising one or more than two pumps. It can also be applied to a gasoline engine equipped with electric water pumps.

Claims

REVENDICATIONS
1. Dispositif de refroidissement (1) pour véhicule automobile, comprenant un circuit de refroidissement apte à refroidir un ensemble moteur (5) à l'aide d'un liquide de refroidissement refroidi par un radiateur (6) couplé à un ventilateur (13) à plusieurs niveaux de vitesse, le ventilateur (13) étant commandé par un système de commande (9), caractérisé en ce que le système de commande (9) est apte à commander le niveau de vitesse du ventilateur (13) en fonction de la température du liquide de refroidissement, la commande du passage d'un niveau de vitesse inférieur à un niveau de vitesse supérieur du ventilateur (13) étant fonction d'une température de consigne dite montante, la commande du passage dudit niveau de vitesse supérieur audit niveau de vitesse inférieur étant fonction d'une température de consigne dite descendante inférieure à la température de consigne montante.1. Cooling device (1) for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly (5) with a coolant cooled by a radiator (6) coupled to a fan (13) at several speed levels, the fan (13) being controlled by a control system (9), characterized in that the control system (9) is adapted to control the speed level of the fan (13) as a function of the coolant temperature, the control of the passage of a lower speed level to a higher speed level of the fan (13) being a function of so-called rising target temperature, the control of the passage of said speed level higher than said level lower speed being a function of a so-called descending setpoint temperature lower than the rising target temperature.
2. Dispositif (1) selon la revendication 1, caractérisé en ce que le ventilateur (13) est en outre couplé à un système de climatisation et en ce que le système de commande (9) est apte à commander le niveau de vitesse du ventilateur (13) en fonction d'un besoin de refroidissement du système de climatisation.2. Device (1) according to claim 1, characterized in that the fan (13) is further coupled to an air conditioning system and in that the control system (9) is adapted to control the speed level of the fan (13) according to a cooling need of the air conditioning system.
3. Dispositif (1) selon la revendication 1 ou 2, caractérisé en ce que le véhicule automobile est un véhicule électrique et en ce que l'ensemble moteur (5) comprend un système électronique de pilotage (12).3. Device (1) according to claim 1 or 2, characterized in that the motor vehicle is an electric vehicle and in that the motor assembly (5) comprises an electronic control system (12).
4. Dispositif (1) selon la revendication 3, caractérisé en ce que le véhicule électrique comprend un ensemble chargeur (4) de batterie et en ce que le circuit de refroidissement est apte à refroidir l'ensemble chargeur (4) et l'ensemble moteur (5).4. Device (1) according to claim 3, characterized in that the electric vehicle comprises a loader assembly (4) of battery and in that the cooling circuit is able to cool the charger assembly (4) and the motor assembly (5).
5. Dispositif (1) selon la revendication 4, caractérisé en ce que le système de commande (9) est apte à commander le niveau de vitesse du ventilateur (13) en fonction d'un besoin de refroidissement de l'ensemble chargeur (4) ou de l'ensemble moteur (5).5. Device (1) according to claim 4, characterized in that the control system (9) is adapted to control the speed level of the fan (13) according to a cooling need of the charger assembly (4). ) or the motor unit (5).
6. Dispositif (1) selon la revendication 4 ou 5, caractérisé en ce qu'il comprend une première pompe (2) apte à alimenter sélectivement en liquide de refroidissement l'ensemble moteur (5) et une deuxième pompe (3) apte à alimenter sélectivement en liquide de refroidissement l'ensemble chargeur (4).6. Device (1) according to claim 4 or 5, characterized in that it comprises a first pump (2) adapted to supply selectively coolant the motor assembly (5) and a second pump (3) adapted to selectively supplying coolant to the charger assembly (4).
7. Dispositif (1) selon la revendication 6, caractérisé en ce qu'il comprend une première vanne (7) apte à empêcher un passage de liquide de refroidissement dans l'ensemble chargeur (4) et une deuxième vanne (8) apte à empêcher un passage de liquide de refroidissement dans l'ensemble moteur (5).7. Device (1) according to claim 6, characterized in that it comprises a first valve (7) adapted to prevent a passage of coolant in the charger assembly (4) and a second valve (8) adapted to prevent a passage of coolant in the motor assembly (5).
8. Dispositif (1) selon la revendication 7, caractérisé en ce qu'il comprend une restriction hydraulique (10) permettant de maintenir un débit minimum de liquide de refroidissement dans l'ensemble moteur (5).8. Device (1) according to claim 7, characterized in that it comprises a hydraulic restriction (10) for maintaining a minimum flow of coolant in the motor assembly (5).
9. Dispositif (1) selon l'une des revendications 6 à 8, caractérisé en ce que le système de commande (9) est apte à asservir le débit de chaque pompe (2,3) dans un système de régulation en boucle fermée en fonction de la température du liquide de refroidissement et d'une température de consigne. 9. Device (1) according to one of claims 6 to 8, characterized in that the control system (9) is adapted to control the flow rate of each pump (2, 3) in a closed loop control system. depending on the coolant temperature and a set temperature.
PCT/FR2010/050690 2009-04-09 2010-04-09 Cooling device for a motor vehicle WO2010116107A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0952365A FR2944237A1 (en) 2009-04-09 2009-04-09 COOLING DEVICE FOR MOTOR VEHICLE
FR0952365 2009-04-09

Publications (1)

Publication Number Publication Date
WO2010116107A1 true WO2010116107A1 (en) 2010-10-14

Family

ID=41667264

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FR2010/050690 WO2010116107A1 (en) 2009-04-09 2010-04-09 Cooling device for a motor vehicle

Country Status (2)

Country Link
FR (1) FR2944237A1 (en)
WO (1) WO2010116107A1 (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2203268A (en) * 1987-04-04 1988-10-12 Behr Thomson Dehnstoffregler Cooling system for an internal combustion engine
DE19757772A1 (en) * 1997-04-28 1998-10-29 Daewoo Electronics Co Ltd Method and device for variably controlling the speed of a blower motor in a motor vehicle
WO2005121521A2 (en) * 2004-04-07 2005-12-22 Toyota Jidosha Kabushiki Kaisha Cooling system, control method of the same, and motor vehicle
US20070224030A1 (en) * 2006-03-22 2007-09-27 Asustek Computer Inc. Fan system with hysteresis character and method thereof

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2203268A (en) * 1987-04-04 1988-10-12 Behr Thomson Dehnstoffregler Cooling system for an internal combustion engine
DE19757772A1 (en) * 1997-04-28 1998-10-29 Daewoo Electronics Co Ltd Method and device for variably controlling the speed of a blower motor in a motor vehicle
WO2005121521A2 (en) * 2004-04-07 2005-12-22 Toyota Jidosha Kabushiki Kaisha Cooling system, control method of the same, and motor vehicle
US20070224030A1 (en) * 2006-03-22 2007-09-27 Asustek Computer Inc. Fan system with hysteresis character and method thereof

Also Published As

Publication number Publication date
FR2944237A1 (en) 2010-10-15

Similar Documents

Publication Publication Date Title
EP2417337B1 (en) Cooling system for motor vehicle
EP2417338B1 (en) Cooling device for a motor vehicle
EP3559426B1 (en) Method for operating a cooling system for a hybrid electric vehicle comprising a liquid coolant transfer circuit
EP2555932A1 (en) Motor vehicle cooling device
EP3559425B1 (en) Method for operating a cooling system for a hybrid electric vehicle comprising a liquid coolant transfer circuit
EP3953199A1 (en) Device for cooling and lubricating an electric power train of an electric or hybrid motor vehicle
FR2954405A1 (en) COOLING DEVICE FOR MOTOR VEHICLE
WO2020084209A1 (en) Method for cooling a piece of equipment of a vehicle and vehicle comprising this equipment
FR3052185A1 (en) METHOD FOR FILLING A COOLING CIRCUIT WITH A COOLANT FLUID
EP1362168B1 (en) Device, system and method for cooling a coolant
FR3027259A1 (en) METHOD FOR CONTROLLING AND THERMALLY REGULATING A SYSTEM FOR EXTENDING AUTONOMY OF A MOTOR VEHICLE
FR2973742A1 (en) HYBRID VEHICLE WITH A THERMAL CONTROL SYSTEM FOR AN AUTOMATIC GEARBOX
FR2914233A1 (en) DEVICE AND METHOD FOR RECOVERING ENERGY FOR INTERNAL COMBUSTION ENGINE OF MOTOR VEHICLE.
US10012227B2 (en) Fluid supply device
FR2965128A1 (en) METHOD AND DEVICE FOR MANAGING A GENERATOR OF AN ENERGY RECOVERY SYSTEM OF A MOTOR VEHICLE
WO2010116108A1 (en) Cooling device for a motor vehicle
WO2010116107A1 (en) Cooling device for a motor vehicle
EP3026246A1 (en) Energy recovery device with rankine cycle having a controlled cold source and vehicle provided with such a device, corresponding method for energy recovery
FR2891205A1 (en) MACHINE WITH ELECTRIC MOVEMENT MOTOR, ELECTRIC PUMP MOTOR OF A HYDRAULIC SYSTEM AND LIQUID COOLING
EP3575118A1 (en) Thermal regulation system intended for an electric or hybrid vehicle
FR3021595A1 (en) INSTALLATION AND METHOD FOR COOLING AND HEATING A HYBRID VEHICLE
EP3747080B1 (en) Method for cooling an electrical storage device equipping a vehicle
EP4338252A1 (en) Method for the thermal protection of a charging device carried on board an electrified vehicle
WO2021084173A1 (en) Method for estimating the thermal state of an engine component and method for controlling powertrain commands
FR2955534A1 (en) Motor vehicle, has component housed in compartment at proximity of exchanger, and logic controller controlling position of exchanger with respect to component according to functional conditions of vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 10723240

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 10723240

Country of ref document: EP

Kind code of ref document: A1